JP2012086673A - Method for controlling steering device of aircraft, steering device of aircraft, and aircraft including the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a steering device or the like, capable of appropriately limiting the target angular position of a steering wheel by using a more appropriate traveling speed of an aircraft.SOLUTION: The steering device 1 includes a control device 30 having a provisional target angular position calculation section 33 for calculating a provisional target angular position of a steering wheel 51 according to the operation amounts of a steering handle 21 and a rudder pedal 22, a speed setting section 31 for setting a speed of an aircraft based on a detected ground speed and a detected air speed, a target angular position limiting section 44 for outputting the provisional target angular position as a final target angular position when the calculated provisional target angular position is equal to or less than a limit value corresponding to the set speed, and outputting the limit value as a final target angular position when it is larger than the limit value, and a driving control section 45 for controlling a driving mechanism 10 of driving the steering wheel 51 so that the output final target angular position matches the detected real angular position of the steering wheel 51.

Description

  The present invention relates to a method for controlling a steering device that changes the traveling direction by changing the angular position of steering wheels of an aircraft while traveling on the ground, the steering device, and an aircraft equipped with the steering device.

  Conventionally, as the steering device, for example, one disclosed in Japanese Patent Application Laid-Open No. 2008-168656 is known. This steering device is a drive mechanism that drives a steered wheel to change its angular position, an angular position detection sensor for detecting the actual angular position (actual angular position) of the steered wheel, and the operator operates the steered wheel. Based on the steering handle and the ladder pedal, the operation amount detection sensor for detecting the operation amount of the steering handle and the ladder pedal, and the steering handle and the ladder pedal detected by the operation amount detection sensor, respectively. The target angular position of the steered wheel (the target angular position when rotating the steered wheel) is calculated based on the manipulated variable, and the two are added together. The added target angular position and the angular position detection sensor detect On the basis of the actual angle position, the controller is configured to drive the drive mechanism so that they coincide with each other.

  In addition to the steering device described above, if the aircraft bends greatly while the aircraft is traveling at high speed, there is a risk that the aircraft will deviate from the runway or roll over. There has been proposed a target angle position according to which the angle at which the aircraft is bent becomes smaller as the traveling speed of the aircraft increases.

  In addition, as a specific method of setting the target angle position as a target angle position corresponding to the traveling speed, for example, there are two methods, and the first method is based on the target angular position and the traveling speed. When the target angle position is less than or equal to the limit value, the target angle position is set as the final target angle position. When the target angle position is greater than the limit value, the limit value is compared. The value is used as the final target angular position, and the second method is that the value obtained by multiplying the target angular position by a gain corresponding to the traveling speed is used as the final target angular position. It is.

JP 2008-168656 A

  By the way, in order to make the target angle position after the addition a target angle position corresponding to the traveling speed, it is necessary to detect the traveling speed of the aircraft. As a traveling speed detection method, for example, a wheel mounted on the main leg The rotational speed detection sensor detects the speed of the aircraft relative to the ground (ground speed), the Pitot tube attached to the aircraft detects the speed of the aircraft relative to the atmosphere (airspeed), and the position information obtained from GPS. And calculating the speed.

  However, when the ground speed is detected by the wheel rotation speed detection sensor, if the wheel is locked when the brake is applied, the detected speed becomes 0 and an accurate speed cannot be detected. When the airspeed is detected by, it is easily affected by the wind direction (headwind, tailwind) and wind speed. When headwind, it is faster than the actual speed, and when tailwind is slower than the actual speed. It cannot be detected. Also, speed calculation based on GPS position information has a low resolution and can be applied during flight, but is not suitable for traveling on the ground.

  For this reason, conventionally, the target angle position of the steered wheel could not be set to an appropriate value according to the traveling speed of the aircraft.

  The present invention has been made in view of the above circumstances, and controls a steering device that can use a more appropriate traveling speed of an aircraft and make a target angle position of a steered wheel appropriate according to the traveling speed. It is an object of the present invention to provide a method, and the steering apparatus and an aircraft equipped with the steering apparatus.

To achieve the above object, the present invention provides:
A method of controlling a steering device that changes the traveling direction by changing the angular position of the steering wheel of an aircraft during ground travel,
Detecting a speed of the aircraft with respect to the ground as a ground speed and a speed of the aircraft with respect to the atmosphere as an air speed, and detecting an actual angular position of the steering wheel;
A speed setting step of setting the speed of the aircraft based on the ground speed and the air speed detected in the detection step;
A calculation step of calculating a target angular position of the steering wheel according to an operation amount of the steering means for the operator to operate the steering wheel and a speed set in the speed setting step;
And a driving step of driving the steered wheels so that they coincide with each other based on the actual angular position of the steered wheels detected in the detecting step and the target angular position calculated in the calculating step. The present invention relates to a method for controlling an aircraft steering apparatus.

And this control method can implement this suitably with the following steering devices.
That is, this steering device
Steering means for the operator to operate the steered wheels, drive means for driving the steered wheels, angular position detecting means for detecting the actual angular position of the steered wheels, and the speed of the aircraft relative to the ground to ground speed A ground speed detecting means for detecting the air speed, an air speed detecting means for detecting the speed of the aircraft with respect to the atmosphere as an air speed, and a control means for changing the angular position of the steered wheels by the driving means,
The control means includes
A speed setting unit that sets the speed of the aircraft based on the ground speed detected by the ground speed detection means and the air speed detected by the air speed detection means;
A target angle position calculation unit that calculates a target angle position of the steered wheel according to the operation amount of the steering means and the speed set by the speed setting unit;
A drive control unit that drives the drive unit so that the two coincide with each other based on the actual angular position detected by the angular position detection unit and the target angular position calculated by the target angular position calculation unit; ing.

  According to this steering apparatus, when the aircraft is traveling on the ground, the speed of the aircraft relative to the ground is detected as the ground speed by the ground speed detection means, and the speed of the aircraft relative to the atmosphere is detected as the air speed by the air speed detection means. At the same time, the actual angular position of the steered wheels is detected by the angular position detection means. Further, based on the detected ground speed and air speed, the speed setting unit sets the speed of the aircraft (traveling speed).

  Further, when the operator operates the control means, the target angular position calculation unit calculates the target angular position of the steered wheel based on the operation amount and the speed set by the speed setting unit. Note that the target angle position calculated by the target angle position calculation unit is, for example, constant depending on the speed, or the higher the speed, the smaller the calculated value or calculation range.

  Then, based on the calculated target angular position and the actual angular position detected by the angular position detecting means, the drive control means drives the drive means so that they coincide with each other. The position changes and the direction of the aircraft changes.

  Thus, according to the steering apparatus control method and the steering apparatus according to the present invention, the speed of the aircraft used for calculating the target angular position is set as the speed set by the speed setting unit based on the ground speed and the air speed. Therefore, a more appropriate speed can be used as compared with the case where only the ground speed or only the air speed is used. Thereby, a target angle position can be made into the appropriate value according to speed.

  When the steering means has a steering handle and a ladder pedal for the operator to operate the steering wheel, and is configured to output the operation amounts of the steering handle and the ladder pedal, respectively, That is, when two types of operation units are provided, the target angular position can be calculated using the speed set by the speed setting unit as follows.

  That is, the target angle position calculation unit calculates the target angle position of the steered wheel according to the operation amount of the steering wheel output from the steering means, and outputs from the steering means. A pedal-side calculation unit that calculates a target angle position of the steered wheel according to the operation amount of the ladder pedal, and a target angle position calculated by the handle-side calculation unit and the pedal-side calculation unit. A target angle position addition unit that performs at least one of the steering wheel side calculation unit and the pedal side calculation unit based on the operation amount and the speed set by the speed setting unit. The drive control unit is configured to calculate an actual angular position detected by the angular position detection unit and a target angular position addition unit. Based on the summed target angular position, both the drive means may be configured to drive to match.

  Alternatively, the target angle position calculation unit calculates a provisional target angle position of the steered wheel according to an operation amount of the steering wheel output from the steering means, and the steering side calculation unit Based on the operation amount of the ladder pedal output from the means, the pedal side calculation unit that calculates the provisional target angle position of the steered wheel according to the operation amount, and the steering wheel side calculation unit and the pedal side calculation unit respectively calculate Based on the target angle position adding unit for adding the provisional target angle position, the temporary target angle position added by the target angle position adding unit, and the speed set by the speed setting unit, the final corresponding to these A final target angular position calculation unit that calculates a target angular position, and the drive control unit includes an actual angular position detected by the angular position detection unit, and the final target Based on the target angular position calculated by the time position calculating unit may be configured to drive said drive means so it matches.

  Alternatively, the target angle position calculation unit calculates a provisional target angle position of the steered wheel according to the operation amount of the steering wheel output from the steering means, and the steering side calculation unit Based on the operation amount of the ladder pedal output from the means, the pedal side calculation unit that calculates the provisional target angle position of the steered wheel according to the operation amount, and the steering wheel side calculation unit and the pedal side calculation unit respectively calculate Based on the target angle position adding unit for adding the provisional target angle position, the temporary target angle position added by the target angle position adding unit, and the speed set by the speed setting unit, the final corresponding to these A final target angular position calculation unit that calculates a target angular position, wherein at least one of the handle side calculation unit and the pedal side calculation unit includes the operation amount and the ground Based on the speed detected by the degree detection means or the airspeed detection means, or the speed set by the speed setting unit, the provisional target angular position of the steered wheel according to these is calculated. The drive control unit controls the drive unit so that the two coincide with each other based on the actual angular position detected by the angular position detection unit and the target angular position calculated by the final target angular position calculation unit. It may be configured to drive.

  Here, the steering handle is an operation unit for driving only the steering wheel to change the traveling direction of the aircraft, and the ladder pedal is for driving both the steering wheel and the rudder of the vertical tail to control the aircraft. An operation unit for changing the direction of travel.

  The speed setting unit may control the speed of the aircraft when the ground speed or the air speed is lower than a reference speed that is a speed at which the steering wheel does not need to control the angular position of the steering wheel. When the ground speed or the airspeed is equal to or higher than the reference speed, the speed of the aircraft may be the airspeed.

  In general, the steering wheel is operated with the steering handle mainly when moving between the parking lot and the runway, at this time the traveling speed is low, and the aircraft bends at a large angle. There are many cases. On the other hand, the rudder pedal is used to operate the steered wheels mainly when traveling on the runway during takeoff or landing, and at this time, the traveling speed is high, and it is operated to finely adjust the traveling direction. . Further, when the rudder pedal is operated, not only the angular position of the steered wheels but also the rudder of the vertical tail changes in conjunction with the rudder, so if the traveling speed is high, the aircraft is also bent by the rudder. Therefore, when the traveling speed is high, it is necessary to consider the steering effect by the rudder.

  As described above, the steering handle is often used when traveling at a low speed, and when the speed is lower than the reference speed, the target angular position corresponding to the air speed can be calculated by calculating the target angular position corresponding to the ground speed. Inconveniences that occur when calculating the wind speed, for example, a wind speed that is faster than the actual speed is detected by the headwind, and a slower speed than the actual speed is detected by the tailwind, and the turning angle is larger than the actual speed. Can be prevented from occurring. On the other hand, rudder pedals are often used at high speeds, and when the target speed is higher than the reference speed, the target angular position corresponding to the ground speed can be calculated by calculating the target angular position corresponding to the air speed. For example, when the steering effect by the rudder is larger than the actual speed due to the head wind, it is possible to prevent the inconvenience that the airframe is easily bent and the traveling direction is difficult to finely adjust.

  Further, the speed setting unit switches the speed of the aircraft among the ground speed, the air speed, and the reference speed, and when the speed of the aircraft is the ground speed, the ground speed is first set to the ground speed. When it is determined whether the speed is lower than the reference speed, it is determined that the speed of the aircraft continues to be the ground speed. On the other hand, when it is determined that the speed is higher than the reference speed, the airspeed Further confirming whether the speed is equal to or higher than the reference speed, and when it is determined that the speed is equal to or higher than the reference speed, the speed of the aircraft is set to the airspeed, and when it is determined that the speed is lower than the reference speed, The speed of the aircraft may be configured to be the reference speed.

  Further, the speed setting unit switches the speed of the aircraft among the ground speed, the air speed, and the reference speed, and when the speed of the aircraft is the air speed, the ground speed is the reference speed. When it is determined whether the speed is lower than the reference speed by checking whether the speed is lower than the reference speed, the speed of the aircraft is set as the ground speed, and when it is determined that the speed is equal to or higher than the reference speed, the speed of the aircraft is determined. The air speed is continuously set to the air speed, or first, it is confirmed whether the ground speed is lower than the reference speed, and when it is determined that the air speed is equal to or higher than the reference speed, the speed of the aircraft is continuously set to the air speed. On the other hand, when it is determined that the speed is lower than the reference speed, it is further confirmed whether or not the air speed is lower than the ground speed, and is determined to be lower than the ground speed. When it is determined that the speed of the aircraft is the ground speed and is equal to or higher than the ground speed, the speed of the aircraft is continuously set to the air speed, or first, the air speed is greater than the reference speed. If it is determined that the speed is equal to or higher than the reference speed, the speed of the aircraft is continuously set to the air speed. On the other hand, if it is determined that the speed is lower than the reference speed, the air speed is It is further confirmed whether or not the speed is greater than the ground speed. When it is determined that the speed is higher than the ground speed, the speed of the aircraft is set as the ground speed, and when it is determined that the speed is equal to or lower than the ground speed, You may comprise so that a speed may be made into the said air speed continuously.

  The speed setting unit switches the speed of the aircraft among the ground speed, the airspeed, and a reference speed, and when the speed of the aircraft is the reference speed, the airspeed is the reference speed. When it is determined whether the speed is equal to or higher than the reference speed, it is determined that the speed of the aircraft is the airspeed. On the other hand, when it is determined that the speed is lower than the reference speed, The speed may be continuously set as the reference speed.

  As described above, if the aircraft speed is uniformly the ground speed when it is lower than the reference speed, and the air speed when it is equal to or higher than the reference speed, if the ground speed and the air speed are not equal, By switching the speed, the calculated target angular position may become discontinuous, and the maneuverability may deteriorate. Therefore, if the aircraft speed is switched among the ground speed, air speed and reference speed as described above, the calculated target angular position will be prevented from becoming discontinuous and the maneuverability will be deteriorated. It is more preferable.

  It should be noted that the target angle position (including the provisional target angle position and the target angle position corresponding to the operation amount) or the target angle position corresponding to the operation amount and the speed of the aircraft (the final target angle position and the provisional target position). (Including the angular position), the target angular position is compared with a limit value corresponding to the speed. When the target angular position is equal to or less than the limit value, the target angular position to be calculated is calculated. When the target angle position is larger than the limit value, the limit value may be set as a target angle position to be calculated, or a value obtained by multiplying the target angle position by a gain according to speed may be used. The target angle position to be calculated may be used, or the value obtained by referring to the map in which the target angle position and the target angle position with respect to the operation amount and speed and the target angle position and speed are set is set as the target angle position to be calculated. In Good.

  The present invention also relates to an aircraft comprising a steering wheel for changing a traveling direction at the time of traveling on the ground and the steering device for changing an angular position of the steering wheel. The same effect as described above can be obtained.

  As described above, according to the steering device control method, the steering device, and the aircraft including the steering device according to the present invention, by using a more appropriate traveling speed of the aircraft, it is possible to appropriately control the steering wheel according to the traveling speed. A target angle position can be calculated.

1 is a schematic diagram illustrating a schematic configuration of a steering device and the like according to an embodiment of the present invention. It is the schematic diagram which showed schematic structures, such as a provisional target angle position calculation part which concerns on this embodiment. It is the flowchart which showed a series of processes in the speed setting part of this embodiment. It is the flowchart which showed the 1st speed setting process in the speed setting part of this embodiment. It is the flowchart which showed the 2nd speed setting process in the speed setting part of this embodiment. It is the flowchart which showed the 3rd speed setting process in the speed setting part of this embodiment. It is the graph which showed the restriction data (restriction data for restricting a temporary target angle position in a handle side calculation part) stored in the restriction data storage part of this embodiment. It is the flowchart which showed a series of processes in the target angle position restriction | limiting part of this embodiment. It is the graph which showed the gain used by the gain multiplication part of this embodiment. It is the graph which showed the restriction data (restriction data for restricting the provisional target angle position after addition) stored in the restriction data storage part of this embodiment. It is the flowchart which showed the 2nd speed setting process in the speed setting part of other embodiment of this invention. It is the flowchart which showed the 2nd speed setting process in the speed setting part of other embodiment of this invention.

  Hereinafter, specific embodiments of the present invention will be described with reference to the accompanying drawings.

  As shown in FIG. 1, the aircraft of this example includes a front wheel 50 including a steered wheel 51 and a pedestal 52 that rotatably supports the steered wheel 51 about its axis, and an operation performed by a driver during traveling on the ground. The steering apparatus 1 etc. which change the advancing direction by changing the angular position of the steering wheel 51 according to the above are provided.

  As shown in FIGS. 1 and 2, the steering device 1 includes a drive mechanism 10 that drives the steering wheel 51, a stroke amount detection sensor 15 that detects an actual angular position (actual angular position) of the steering wheel 51, and the like. The actual operation detected by the control unit 20 for the operator to operate the steered wheels 51, the speed detection unit 25 for detecting the speed (traveling speed) of the aircraft, and the operation amount and stroke amount detection sensor 15 of the control unit 20. And a control device 30 that controls the drive mechanism 10 based on the angular position and the speed detected by the speed detection unit 25.

  The drive mechanism 10 includes a hydraulic cylinder 11 having a drive rod 11a that is movable in the axial direction (arrow A direction and B direction), and supplies the hydraulic oil to the hydraulic cylinder 11 to move the drive rod 11a in the axial direction. It is comprised from the pressure oil supply part 12 to move. The tip of the drive rod 11a of the hydraulic cylinder 11 is connected to the lower part 52b of the pedestal 52 fixed to the body via the connecting member 13, and the drive rod 11a moves in the axial direction. Thus, the lower part 52b of the pedestal 52 rotates about its axis relative to the upper part 52a, whereby the direction of the steered wheels 51 (the angular position of the steered wheels 51) changes.

  The stroke amount detection sensor 15 detects the stroke amount of the drive rod 11 a as the actual angular position of the steering wheel 51.

  The steering unit 20 includes a steering handle 21, a ladder pedal 22 including two pedals, a rotation amount detection sensor 23 that detects an operation amount (rotation amount) of the steering handle 21, and an operation amount (depression amount) of the ladder pedal 22. ) To detect the depression amount detecting sensor 24. When the ladder pedal 22 is depressed, not only the angular position of the steering wheel 51 but also the rudder of the vertical tail is changed in conjunction with the angular position.

  The rotation amount detection sensor 23 detects the rotation amount as a positive displacement amount when the steering handle 21 is turned to the right, and detects the rotation amount as a negative displacement amount when the steering handle 21 is turned to the left. Detect as.

  The depression amount detection sensor 24 detects the depression amount as a positive displacement amount when one of the two pedals constituting the ladder pedal 22 is depressed, and when the other pedal is depressed, The amount of depression is detected as a negative displacement amount.

  The speed detection unit 25 includes a ground speed detection sensor 26 that detects the traveling speed of the aircraft with respect to the ground as a ground speed, and an airspeed detection sensor 27 that detects the traveling speed of the aircraft with respect to the atmosphere as an airspeed. . The ground speed detection sensor 26 includes a rotation speed detection sensor provided on the front leg 50 and the main leg (not shown), and detects the rotation speed of the wheels of the steering wheel 51 and the main leg (not shown). The ground speed is detected. The airspeed detection sensor 27 is composed of a Pitot tube provided in the airframe.

  The control device 30 includes a speed setting unit 31, a target angle position calculation unit 32, and a drive control unit 45. The target angle position calculation unit 32 includes a provisional target angle position calculation unit 33 and a final target angle position calculation unit 42. Composed of

  The speed setting unit 31 executes a series of processes as shown in FIG. 3 to FIG. 6, and the ground speed detected by the ground speed detection sensor 26 and the pair detected by the air speed detection sensor 27. Based on the air speed, the aircraft travel speed is between the ground speed, the air speed, and the reference speed (80 knots in this example), which is the speed at which the steering wheel 21 does not need to control the angular position of the steering wheel 51. Change the setting with.

  That is, the speed setting unit 31 first performs initial setting, for example, sets the ground speed detected by the ground speed detection sensor 26 as the travel speed (step S1), and then the travel speed is determined as the ground speed detection sensor 26. It is confirmed whether or not the ground speed detected at step S2 is set (step S2). When it is determined that the ground speed is set, the first speed setting process is performed (step S3).

  Here, the first speed setting process is executed as follows. Specifically, as shown in FIG. 4, first, it is confirmed whether or not the ground speed is equal to or higher than the reference speed (step S11), and when it is determined that the ground speed is equal to or higher than the reference speed, the air speed is Is further checked whether the airspeed is equal to or higher than the reference speed (step S12). When it is determined that the airspeed is higher than the reference speed, the airspeed is set as the travel speed (step S13).

  On the other hand, when it is determined in step S12 that the airspeed is not equal to or higher than the reference speed, the reference speed is set as the traveling speed (step S14). If it is determined in step S11 that the ground speed is not equal to or higher than the reference speed, the ground speed is continuously set as the traveling speed (step S15). When the traveling speed is set to any one of the ground speed, the air speed, and the reference speed, the process returns to the main process in FIG.

  If it is determined in step S2 that the travel speed is not set to the ground speed, it is further confirmed whether or not the travel speed is set to the air speed detected by the air speed detection sensor 27 (step S4). When it is determined that the airspeed is set, the second speed setting process is performed (step S5), and when it is determined that the airspeed is not set, the third speed setting process is performed (step S6).

  Here, the second speed setting process and the third speed setting process are executed as follows. As for the second speed setting process, as shown in FIG. 5, first, it is confirmed whether or not the ground speed is lower than the reference speed (step S21). The travel speed is set (step S22), and when it is determined that the speed is equal to or higher than the reference speed, the airspeed is continuously set as the travel speed (step S23). When the traveling speed is set to any one of the ground speed and the air speed, the process returns to the main process of FIG.

  On the other hand, as for the third speed setting process, as shown in FIG. 6, first, it is confirmed whether or not the airspeed is equal to or higher than the reference speed (step S31). The airspeed is set as the travel speed (step S32), and when it is determined that the airspeed is lower than the reference speed, the reference speed is continuously set as the travel speed (step S33). When the traveling speed is set to one of the airspeed and the reference speed, the process returns to the main process in FIG.

  When one of the speed setting processes in steps S3, S5, and S6 is finished, it is confirmed whether or not a series of processes are finished (step S7). Repeat the process.

  The temporary target angular position calculation unit 33 is based on the rotation amount of the steering handle 21 detected by the rotation amount detection sensor 23 and the traveling speed (ground speed) detected by the ground speed detection sensor 26. The steering wheel side calculation unit 34 for calculating the provisional target angle position of the steered wheels 51 according to the above, the depression amount of the rudder pedal 22 detected by the depression amount detection sensor 24, and the air speed detection sensor 27 are detected. On the basis of the travel speed (airspeed) thus determined, the pedal side calculation unit 38 that calculates the provisional target angle position of the steered wheels 51 corresponding thereto, the steering wheel side calculation unit 34, and the pedal side calculation unit 38 A target angular position adding unit 41 for adding the calculated provisional target angular positions.

  The handle side calculation unit 34 includes a provisional target angle position calculation unit 35, a restriction data storage unit 36, and a target angle position restriction unit 37. The provisional target angle position calculation unit 35 is controlled by the rotation amount detection sensor 23. Based on the detected rotation amount of the steering handle 21, the first provisional target angular position of the steered wheels 51 corresponding to the detected rotation amount is calculated.

  The restriction data storage unit 36 stores restriction data on the target angle position of the steered wheels 51 set according to the traveling speed of the aircraft. This restriction data is set according to the characteristics of the aircraft, operating conditions, etc., and is represented by a graph as shown in FIG. 7, for example. In this graph, the limit value is constant at θmax until the traveling speed becomes 0 to a predetermined speed, and the limit value becomes 0 at a speed of 80 knots between the predetermined speed and the speed of 80 knots. The limit value decreases linearly in proportion to the traveling speed.

  The speed of 80 knots is a speed (reference speed) at which the limit value may be 0 at higher speeds, that is, a speed at which it is not necessary to control the angular position of the steered wheels 51 by the steering handle 21. The θmax is the maximum angular position that can be mechanically steered. Further, FIG. 7 illustrates a limitation when the steering handle 21 is rotated to the right (positive rotation angle position), but when the steering handle 21 is rotated to the left (negative rotation angle). The same restriction data is set for (position).

  The target angle position restriction unit 37 executes a series of processes as shown in FIG. 8 to restrict the first provisional target angle position calculated by the provisional target angle position calculation unit 35. That is, the target angle position restriction unit 37 first reads the restriction data stored in the restriction data storage unit 36 (step S41), and then the first provisional target angle position calculation unit 35 calculates the first provisional target angle position calculation unit 35. The angular position is received (step S42), and the traveling speed (ground speed) detected by the ground speed detection sensor 26 is received (step S43). Based on the read limit data and the received traveling speed. A limit value corresponding to the travel speed is calculated (step S44).

  Next, the received first tentative target angle position is compared with the calculated limit value to confirm whether or not the first tentative target angle position is equal to or less than the limit value (step S45). ), When it is determined that the value is equal to or less than the limit value, the received first provisional target angle position is output as the second provisional target angle position (step S46), and is determined to be larger than the limit value. Sometimes, the calculated limit value is output as the second provisional target angular position (step S47). In step S45, the limitation on the rotation angle position in the positive direction is taken as an example. However, with respect to the rotation angle position in the negative direction, it is determined whether or not the first provisional target angle position is greater than or equal to the limit value. Confirming that if it is equal to or greater than the limit value, the received first tentative target angle position is output as the second tentative target angle position, and if it is determined that it is smaller than the limit value, the calculated limit value Is output as the second provisional target angular position.

  Thereafter, in step S48, it is confirmed whether or not to end the series of processes. If not, the processes in and after step S42 are repeated.

  The pedal side calculation unit 38 includes a provisional target angle position calculation unit 39 and a gain multiplication unit 40. The provisional target angle position calculation unit 39 depresses the ladder pedal 22 detected by the depression amount detection sensor 24. Based on the amount, the first provisional target angle position of the steered wheel 51 corresponding to the amount is calculated, and the gain multiplication unit 40 calculates the first provisional target angle calculated by the provisional target angle position calculation unit 39. Based on the angular position and the traveling speed (airspeed) detected by the airspeed detection sensor 27, the first provisional target angular position is multiplied by a gain corresponding to the traveling speed. 2 tentative target angular position is calculated.

  The gain is set according to the characteristics of the aircraft, operating conditions, and the like, and is represented by a graph as shown in FIG. 9, for example. In this graph, the speed is constant at 1 from 0 to a predetermined speed, and is higher than the predetermined speed and the speed of Vmax that is larger than the speed of 80 knots and is the maximum travel speed that requires steering control. Is linearly smaller in proportion to the traveling speed so that the gain becomes zero at the speed of Vmax.

  The target angle position addition unit 41 includes a second provisional target angle position output from the target angle position restriction unit 37 and a second provisional target angle position calculated by the gain multiplication unit 40. Is added. For example, if the provisional target angle position output from the target angle position restriction unit 37 is 20 ° and the provisional target angle position calculated by the gain multiplication unit 40 is 5 °, the provisional target angle position after the addition The target angle position is 25 °.

  The final target angle position calculation unit 42 includes a restriction data storage unit 43 and a target angle position restriction unit 44. Similar to the limit data storage unit 36, the limit data storage unit 43 stores limit data on the target angular position of the steered wheels 51 set in accordance with the traveling speed of the aircraft. This restriction data is set according to the characteristics of the aircraft, operating conditions, etc., and is represented by a graph as shown in FIG. 10, for example. In this graph, the limit value is constant at θmax until the travel speed reaches a predetermined speed from 0, and the limit value is linear in proportion to the travel speed between the predetermined speed and the speed of 80 knots. The slope between the speed of 80 knots and the speed of Vmax is such that the limit value becomes 0 at the speed of Vmax and smaller than the speed between the predetermined speed and the speed of 80 knots. The limit value decreases linearly in proportion to the traveling speed so that

  Note that FIG. 10 illustrates a restriction on when the steering handle 21 is turned to the right (positive rotation angle position), but when the steering handle 21 is turned to the left (negative rotation angle). The same restriction data is set for (position).

  Similar to the target angle position restriction unit 37, the target angle position restriction unit 44 executes a series of processes as shown in FIG. 8 and the provisional target angle position added by the target angle position addition unit 41. Add restrictions to That is, the target angle position limiter 44 first reads the limit data stored in the limit data storage unit 43 (step S41), and then receives the provisional target angle position added by the target angle position adder 41. (Step S42), the travel speed set by the speed setting unit 31 is received (step S43), and a limit value corresponding to the travel speed is set based on the read limit data and the received travel speed. Calculate (step S44).

  Next, the received provisional target angle position is compared with the calculated limit value to check whether or not the provisional target angle position is less than or equal to the limit value (step S45). When it is determined that there is, the received provisional target angle position is output as the final target angle position (step S46), and when it is determined that it is larger than the limit value, the calculated limit value is set as the final target angle position. The angular position is output (step S47). In step S45, the rotation angle position in the positive direction is limited, but the same applies to the rotation angle position in the negative direction.

  Thereafter, in step S48, it is confirmed whether or not to end the series of processes. If not, the processes in and after step S42 are repeated.

  Based on the actual angular position of the steered wheel 51 detected by the stroke amount detection sensor 15 and the final target angular position output from the target angular position limiting unit 44, the drive control unit 45 The drive mechanism 10 is driven so as to match, and the angular position of the steering wheel 51 is changed.

  According to the aircraft (steering device 1) of the present example configured as described above, the traveling speed is detected as the ground speed by the ground speed detection sensor 26 and the air speed detection sensor 27 is detected while the aircraft is traveling on the ground. Thus, the traveling speed is detected as the air speed, and the traveling speed is set by the speed setting unit 31 based on the detected ground speed and air speed. The actual angular position of the steered wheel 51 is detected by the stroke amount detection sensor 15.

  When the operator operates the steering handle 21 or the ladder pedal 22, the rotation amount of the steering handle 21 is detected by the rotation amount detection sensor 23, and the depression amount of the ladder pedal 22 is detected by the depression amount detection sensor 24.

  The first provisional target angle position of the steered wheels 51 corresponding to the amount of rotation of the steering wheel 21 detected by the rotation amount detection sensor 23 is calculated by the provisional target angle position calculation unit 35, and the calculated first When the temporary target angle position is a positive value, for example, equal to or less than a limit value corresponding to the ground speed detected by the ground speed detection sensor 26, the target angle position limiter 37 causes the first temporary target angle position to be Although the target angular position is output as the second temporary target angular position, when the target angular position is larger than the limiting value, the target angular position limiting unit 37 outputs the limiting value as the second temporary target angular position.

  On the other hand, the first provisional target angle position of the steered wheels 51 corresponding to the depression amount of the ladder pedal 22 detected by the depression amount detection sensor 24 is calculated by the provisional target angle position calculation unit 39 and is calculated. A gain corresponding to the air speed detected by the air speed detection sensor 27 is multiplied by the provisional target angle position by the gain multiplier 40 to calculate a second provisional target angle position.

  The second provisional target angle position output from the target angle position restriction unit 37 and the second provisional target angle position calculated by the gain multiplication unit 40 are added by the target angle position addition unit 41. For example, when the added provisional target angle position is a positive value and is equal to or less than the limit value corresponding to the traveling speed set by the speed setting unit 31, the provisional target position restriction unit 44 causes the provisional target angle position to be added. Although the angular position is output as the final target angular position, when the angular position is larger than the limit value, the target angular position limiter 44 outputs the limit value as the final target angular position. On the basis of the angular position and the actual angular position detected by the stroke amount detection sensor 15, the steering wheel 51 is driven by the drive control unit 45, and the angular position of the steering wheel 51 is determined. The traveling direction of the Watte aircraft is changed.

  Thus, according to the aircraft (steering device 1) of this example, the speed of the aircraft used for the restriction of the target angle position in the target angle position restriction unit 44 is determined by the speed setting unit 31 based on the ground speed and the air speed. Since the speed is set, a more appropriate speed can be used as compared with the case where only the ground speed or only the air speed is used. Thereby, it is possible to appropriately limit the target angle position.

  In general, the steering wheel 51 is operated by the steering handle 21 mainly when moving between the parking lot and the runway. At this time, the traveling speed is low, and the airframe has a large angle. It often turns at. On the other hand, the steering wheel 51 is operated by the rudder pedal 22 mainly when traveling on the runway during take-off or landing. The traveling speed at this time is high, and the operation is performed to finely adjust the traveling direction. Is done. Further, when the rudder pedal 22 is operated, the angular position of the rudder of the vertical tail changes in conjunction with this, so the steering effect by the rudder must be taken into account when the traveling speed is high.

  Therefore, basically, when the steering handle 21 is normally used at low speed, that is, when the traveling speed is lower than the reference speed, which is the speed at which the steering wheel 21 does not need to control the angular position of the steering wheel 51, If the ground speed is limited, there are inconveniences that occur when the air speed is limited, for example, a higher speed than the actual speed is detected by the headwind, and a slower speed than the actual speed is detected by the tailwind. Thus, it is possible to prevent the inconvenience that the limit value becomes looser (larger) than the actual speed, and when the ladder pedal 22 is normally used, that is, when the traveling speed is equal to or higher than the reference speed. If the air speed is limited, the inconvenience that occurs when the air speed is limited, such as the actual wind When the steering effect by the rudder is greater than the degree, it is possible to prevent the inconvenience that the aircraft is easily bent and difficult to finely adjust the traveling direction. When the speed is lower than the reference speed, the speed is limited by the ground speed, and when the speed is higher than the reference speed, the speed is limited by the air speed. The limit value of the target angular position may become discontinuous and the maneuverability may deteriorate.

  Therefore, as described above, if the traveling speed is switched among the ground speed, the air speed, and the reference speed, the target angular position is changed in the speed range in which the traveling speed is switched between the ground speed, the air speed, and the reference speed. It is possible to prevent the limit value from becoming discontinuous, thereby preventing the maneuverability from deteriorating.

  In addition, since the target angle position restriction unit 37 is provided, problems that occur when only the target angle position restriction unit 44 is provided can be prevented. That is, when only the target angle position restriction unit 44 is provided, the target angle position restriction unit 44 applies a restriction after adding a provisional target angle position corresponding to each operation amount of the steering handle 21 and the ladder pedal 22. Therefore, the target angular position corresponding to the operation amount of the steering handle 21 is limited to 0 so that the angular position of the steered wheels 51 can be changed by the ladder pedal 22 even in the speed range higher than the reference speed. However, if the target angle position restricting unit 37 can limit only the target angle position corresponding to the operation amount of the steering handle 21, the reference speed can be reduced. In the above speed range, the target angle position corresponding to the operation amount of the steering handle 21 can be limited to zero. Thereby, the target angle position can be more finely limited, and the safety can be further improved.

  Furthermore, since the traveling speed used in the target angle position restricting unit 37 is the ground speed, the above-mentioned inconvenience that occurs when the air speed is limited, for example, the speed higher than the actual speed is detected by the head wind. It is possible to prevent the inconvenience that the turning speed is slower than the actual speed due to the tailwind and the limit value becomes larger than the actual speed.

  Further, the gain multiplication unit 40 of the pedal-side calculation unit 38 multiplies the first provisional target angular position according to the depression amount of the ladder pedal 22 by the gain according to the air speed to obtain the second provisional. Since the target angle position is calculated and the second temporary target angle position is calculated so that the second temporary target angle position becomes smaller even with the same operation amount as the traveling speed increases, it is safer. The above-mentioned inconvenience that occurs when the ground speed is limited, for example, when the steering effect by the rudder is greater than the actual speed due to the headwind, the aircraft will bend easily and proceed It is possible to prevent inconvenience that it is difficult to finely adjust the direction.

  As mentioned above, although one Embodiment of this invention was described, the specific aspect which this invention can take is not limited to this at all.

  In the above example, the speed setting unit 31 is configured to execute the second speed setting process as shown in FIG. 5. However, the present invention is not limited to this. For example, as shown in FIGS. The second speed setting process may be executed.

  In the example shown in FIG. 11, the speed setting unit 31 first checks whether or not the ground speed is lower than the reference speed (step S51), and when it is determined that the ground speed is lower than the reference speed, It is further confirmed whether or not the airspeed is lower than the ground speed (step S52). When it is determined that the airspeed is lower than the ground speed, the ground speed is set as the traveling speed (step S53).

  On the other hand, when it is determined in step S51 that the ground speed is equal to or higher than the reference speed, or in step S52, it is determined that the air speed is equal to or higher than the ground speed, the air speed is continuously set as the travel speed (step S54). When the traveling speed is set to either the ground speed or the air speed, the process returns to the main process in FIG.

  On the other hand, in the example shown in FIG. 12, the speed setting unit 31 first checks whether or not the airspeed is lower than the reference speed (step S61), and if the airspeed is lower than the reference speed. When it is determined, it is further confirmed whether or not the airspeed is greater than the ground speed (step S62). When it is determined that the airspeed is greater than the ground speed, the ground speed is set as the travel speed (step S63). .

  On the other hand, when it is determined in step S61 that the airspeed is equal to or higher than the reference speed, or when it is determined in step S62 that the airspeed is equal to or lower than the ground speed, the airspeed is continuously set as the travel speed ( Step S64). When the traveling speed is set to either the ground speed or the air speed, the process returns to the main process in FIG.

  Even if the second speed setting process shown in FIGS. 11 and 12 is performed, the same effect as described above can be obtained. The processing shown in FIGS. 5, 11 and 12 is performed because the limit value of the target angular position becomes discontinuous in the speed range where the traveling speed is switched among the ground speed, the air speed and the reference speed. This is to prevent this. Further, although it depends on how limit data (limit value) and reference speed are set, the process shown in FIG. 5 among FIGS. 5, 11, and 12 can minimize the limit value discontinuity. Therefore, it is most preferable to employ the process shown in FIG. In addition, as described above, the traveling speed is not switched between the ground speed, the air speed, and the reference speed, but is simply set as the ground speed when the ground speed or the air speed is lower than the reference speed. When the ground speed or the air speed is equal to or higher than the reference speed, the traveling speed may be the air speed.

  In the above example, 80 knots are used as an example of the reference speed, but 70 knots and 90 knots may be used and can be set as appropriate. In addition, when there are two pilots, a pilot and a co-pilot, the steering handle 21 and the ladder pedal 22 for the pilot and the steering handle 21 and the ladder pedal 22 for the co-pilot are provided. In this case, the provisional target angle position is calculated based on the operation amounts obtained from the steering handle 21 and the ladder pedal 22 and added, and the provisional target angle position after the addition is limited. It ’s fine.

  The provisional target angle position corresponding to the operation amount of the steering handle 21 is the provisional target angle position corresponding to the operation amount of the steering handle 21 for the pilot and the operation of the steering handle 21 for the co-pilot. Obtained by adding a provisional target angular position according to the amount, obtained by comparing the two and adopting the larger or smaller value, or the steering handle 21 for the pilot, You may obtain | require by employ | adopting the temporary target angle position according to the operation amount of any one steering handle 21 according to a selection switch among the steering handles 21 for co-pilots. Similarly, for the ladder pedal 22, a provisional target angular position corresponding to the operation amount of the ladder pedal 22 can be obtained.

  Further, in the above example, the control unit 20 includes the steering handle 21 and the ladder pedal 22, but it is not always necessary to include both the steering handle 21 and the ladder pedal 22. Only one of them may be provided.

  Further, the second provisional target angle position output from the target angle position restriction unit 37 and the second provisional target angle position calculated by the gain multiplication unit 40 are added to the target angle position. Although the addition is performed by the unit 41, a selection unit is provided instead of the target angle position addition unit 41, and the selection unit outputs a larger or smaller provisional target angle position by comparing the two. For example, one of the provisional target angle positions may be selected and output.

  In addition, the target angle position restriction unit 44 restricts the provisional target angle position added by the target angle position addition unit 41, but instead of the target angle position restriction unit 44, a gain multiplication unit. And a final target angular position obtained by multiplying the provisional target angular position added by the target angular position adding unit 41 by a gain corresponding to the traveling speed set by the speed setting unit 31 by the gain multiplication unit. May be calculated. Alternatively, the final target angle position calculation unit 42 determines the temporary target angle position and the travel based on the provisional target angle position added by the target angle position addition unit 41 and the travel speed set by the speed setting unit 31. The final target angular position may be calculated with reference to a map in which the final target angular position with respect to the speed is set.

  Further, the handle side calculation unit 34 multiplies the first provisional target angle position calculated by the provisional target angle position calculation unit 35 by a gain corresponding to the ground speed detected by the ground speed detection sensor 26. To calculate the second provisional target angle position, the first provisional target angle position calculated by the provisional target angle position calculation unit 35, and the ground speed detected by the ground speed detection sensor 26. Based on the first temporary target angle position and the map in which the second temporary target angle position with respect to the ground speed is set, the second temporary target angle position may be calculated.

  Further, in the pedal side calculation unit 38, the first provisional target angle position calculated by the provisional target angle position calculation unit 39 is equal to or less than the limit value corresponding to the air speed detected by the air speed detection sensor 27. In this case, the first tentative target angle position is output as the second tentative target angle position, and when larger than the limit value, the limit value is output as the second tentative target angle position. Based on the first provisional target angle position calculated by the provisional target angle position calculation unit 39 and the airspeed detected by the airspeed detection sensor 27, the first provisional target angle position and the airspeed The second temporary target angular position may be calculated with reference to a map in which the second temporary target angular position with respect to the speed is set.

  Note that the speed used when calculating the second provisional target angular position by the handle side calculation unit 34 may be the air speed or the speed set by the speed setting unit 31 instead of the ground speed. When the second temporary target angle position is obtained by the side calculation unit 38, the speed used may be a ground speed or a speed set by the speed setting unit 31 instead of the air speed.

DESCRIPTION OF SYMBOLS 1 Steering device 10 Drive mechanism 15 Stroke amount detection sensor 21 Steering handle 22 Ladder pedal 26 Ground speed detection sensor 27 Air speed detection sensor 30 Control apparatus 31 Speed setting part 32 Target angle position calculation part 33 Temporary target angle position calculation part 34 Handle Side calculation unit 38 Pedal side calculation unit 41 Target angle position addition unit 42 Final target angle position calculation unit 43 Limit data storage unit 44 Target angle position limit unit 45 Drive control unit 51 Steering wheel

Claims (12)

A method of controlling a steering device that changes the traveling direction by changing the angular position of the steering wheel of an aircraft during ground travel,
Detecting a speed of the aircraft with respect to the ground as a ground speed and a speed of the aircraft with respect to the atmosphere as an air speed, and detecting an actual angular position of the steering wheel;
A speed setting step of setting the speed of the aircraft based on the ground speed and the air speed detected in the detection step;
A calculation step of calculating a target angular position of the steering wheel according to an operation amount of the steering means for the operator to operate the steering wheel and a speed set in the speed setting step;
And a driving step of driving the steered wheels so that they coincide with each other based on the actual angular position of the steered wheels detected in the detecting step and the target angular position calculated in the calculating step. An aircraft steering apparatus control method. A steering device that changes the traveling direction by changing the angular position of the steering wheel of an aircraft when traveling on the ground,
Steering means for the operator to operate the steered wheels, drive means for driving the steered wheels, angular position detecting means for detecting the actual angular position of the steered wheels, and the speed of the aircraft relative to the ground to ground speed A ground speed detecting means for detecting the air speed, an air speed detecting means for detecting the speed of the aircraft with respect to the atmosphere as an air speed, and a control means for changing the angular position of the steered wheels by the driving means,
The control means includes
A speed setting unit that sets the speed of the aircraft based on the ground speed detected by the ground speed detection means and the air speed detected by the air speed detection means;
A target angle position calculation unit that calculates a target angle position of the steered wheel according to the operation amount of the steering means and the speed set by the speed setting unit;
A drive control unit that drives the drive unit so that the two coincide with each other based on the actual angular position detected by the angular position detection unit and the target angular position calculated by the target angular position calculation unit; A steering apparatus for an aircraft. The steering means includes a steering handle and a ladder pedal for the operator to operate the steering wheel, and is configured to output the operation amounts of the steering handle and the ladder pedal, respectively.
The target angular position calculation unit
Based on the steering wheel operation amount output from the steering means, the steering wheel side calculation unit for calculating the target angle position of the steering wheel based on the operation amount of the steering wheel output from the steering means, and the rudder pedal operation amount output from the steering means A pedal side calculation unit that calculates a target angle position of the steered wheel according to this, and a target angle position addition unit that adds the target angle position respectively calculated by the steering wheel side calculation unit and the pedal side calculation unit, At least one of the steering wheel side calculation unit and the pedal side calculation unit is configured to calculate a target angular position of the steered wheel according to the operation amount and the speed set by the speed setting unit. And
The drive control unit drives the drive unit based on the actual angular position detected by the angular position detection unit and the target angular position added by the target angular position addition unit so that they match. 3. The aircraft steering apparatus according to claim 2, wherein the steering apparatus is configured as described above. The steering means includes a steering handle and a ladder pedal for the operator to operate the steering wheel, and is configured to output the operation amounts of the steering handle and the ladder pedal, respectively.
The target angular position calculation unit
A steering wheel side calculation unit that calculates a provisional target angle position of the steering wheel based on an operation amount of the steering wheel output from the steering means, and an operation amount of the ladder pedal output from the steering means A pedal-side calculation unit that calculates a provisional target angle position of the steered wheel according to this, and a target angle that adds the provisional target angle position respectively calculated by the steering wheel-side calculation unit and the pedal-side calculation unit A final target angular position that calculates a final target angular position according to a temporary target angular position added by the position adding unit, the target angular position adding unit, and a speed set by the speed setting unit. A calculation unit,
The drive control unit drives the drive unit based on the actual angular position detected by the angular position detection unit and the target angular position calculated by the final target angular position calculation unit so that they match. The aircraft steering apparatus according to claim 2, wherein the steering apparatus is configured as described above. The steering means includes a steering handle and a ladder pedal for the operator to operate the steering wheel, and is configured to output the operation amounts of the steering handle and the ladder pedal, respectively.
The target angular position calculation unit
A steering wheel side calculation unit that calculates a provisional target angle position of the steering wheel based on an operation amount of the steering wheel output from the steering means, and an operation amount of the ladder pedal output from the steering means A pedal-side calculation unit that calculates a provisional target angle position of the steered wheel according to this, and a target angle that adds the provisional target angle position respectively calculated by the steering wheel-side calculation unit and the pedal-side calculation unit A final target angular position that calculates a final target angular position according to a temporary target angular position added by the position adding unit, the target angular position adding unit, and a speed set by the speed setting unit. A calculation unit, and at least one of the handle side calculation unit and the pedal side calculation unit includes the operation amount and the ground speed detection unit or the air speed detection unit. Speed detected Te, or is configured to calculate the provisional target angular position of the steering wheel in response thereto on the basis of the rate set by the speed setting unit,
The drive control unit drives the drive unit based on the actual angular position detected by the angular position detection unit and the target angular position calculated by the final target angular position calculation unit so that they match. The aircraft steering apparatus according to claim 2, wherein the steering apparatus is configured as described above. The speed setting unit
When the ground speed or the air speed is lower than a reference speed that is a speed at which the steering wheel does not need to control the angular position of the steering wheel, the speed of the aircraft is set as the ground speed, and the ground speed or the air speed is reduced. 6. The aircraft steering apparatus according to claim 2, wherein when the air speed is equal to or higher than the reference speed, the air speed is set to the air speed. The speed setting unit
When the speed of the aircraft is switched between the ground speed, the air speed, and the reference speed, and the speed of the aircraft is the ground speed, first, whether the ground speed is equal to or higher than the reference speed. When it is determined that the speed is lower than the reference speed, the speed of the aircraft is continuously set as the ground speed. When it is determined that the speed is equal to or higher than the reference speed, the airspeed is equal to or higher than the reference speed. Whether the speed of the aircraft is equal to or higher than the reference speed, and when it is determined that the speed is lower than the reference speed, the speed of the aircraft is set to the reference speed. The aircraft steering apparatus according to claim 6, wherein the steering apparatus is configured as follows. The speed setting unit
When the speed of the aircraft is switched between the ground speed, the air speed, and the reference speed, and the speed of the aircraft is the air speed, it is determined whether the ground speed is lower than the reference speed. If it is confirmed that the speed is lower than the reference speed, the speed of the aircraft is set as the ground speed, and if it is determined that the speed is equal to or higher than the reference speed, the speed of the aircraft is continuously set as the air speed. 8. The aircraft steering apparatus according to claim 6, wherein the steering apparatus is configured as described above. The speed setting unit
When the speed of the aircraft is switched between the ground speed, the air speed and the reference speed and the speed of the aircraft is the air speed, first, whether the ground speed is lower than the reference speed or not. When it is determined that the speed is equal to or higher than the reference speed, the speed of the aircraft is continued to be the air speed. On the other hand, when it is determined that the speed is lower than the reference speed, the air speed is higher than the ground speed. If it is determined that the speed of the aircraft is lower than the ground speed, the speed of the aircraft is set as the ground speed. When it is determined that the speed is equal to or higher than the ground speed, the speed of the aircraft is continuously set to the ground speed. The aircraft steering apparatus according to claim 6 or 7, wherein the steering apparatus is configured to have an airspeed. The speed setting unit
When the speed of the aircraft is switched between the ground speed, the airspeed, and the reference speed, and the speed of the aircraft is the airspeed, first, is the airspeed lower than the reference speed? When it is determined that the speed is equal to or higher than the reference speed, the speed of the aircraft is continuously set as the air speed. On the other hand, when it is determined that the speed is lower than the reference speed, the air speed is the ground speed. If it is determined that the speed is greater than the ground speed, the speed of the aircraft is set as the ground speed. If it is determined that the speed is equal to or lower than the ground speed, the speed of the aircraft is continued. The aircraft steering apparatus according to claim 6 or 7, wherein the air steering speed is set. The speed setting unit
When the speed of the aircraft is switched between the ground speed, airspeed and reference speed, and the speed of the aircraft is the reference speed, whether the airspeed is equal to or higher than the reference speed is determined. If it is confirmed that the speed is equal to or higher than the reference speed, the speed of the aircraft is set to the airspeed. If it is determined that the speed is lower than the reference speed, the speed of the aircraft is continuously set to the reference speed. 11. The aircraft steering apparatus according to claim 6, wherein the steering apparatus is configured as described above. Steering wheels for changing the direction of travel when traveling on the ground,
An aircraft comprising the steering device according to any one of claims 2 to 11, which changes an angular position of the steering wheel.

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